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When the Mustang was redesigned in 1999, the result seemed to be more about refinement and ease than edge. Having established this new, more sophisticated image by now, Ford can get back down to the business of that which earned the Mustang its initial fan base: That would be performance. To that end, they’ve enlisted the SVT guys, Ford’s in-house racing gurus, to tune up a Mustang SVT Cobra. This is not to be confused with the 385-horsepower Cobra R, a stripped down racer limited to 300 cars and those who had $55,000 to spare. Sorry, you’re too late. This Cobra is a slightly tamer Mustang, in my case a convertible, whose relatively meager 320 horses can still curl most people’s hair. It marks the reappearance of the Cobra after a year’s hiatus. It was temporarily yanked due to problems with its V8 delivering all the horses it promised. Ford assures this has been corrected (Ford’s doing a lot of that these days), and independent tests concur. My experience, although not scientific, certainly gave no reason to doubt them. Following my week with the Cobra came yet another wild Mustang, the Bullitt GT. Although not nearly as hot as the Cobra, the Bullitt nonetheless holds similar appeal with a twist of nostalgia. Like the Cobra R, it’s a limited edition, but in this case there will be about 6,500 and the price is a more reasonable $26,000. The name comes from a movie starring Steve McQueen as Lt. Frank Bullitt. Those of you old enough in 1968 to have seen this gutsy detective fly after bad guys through the streets of San Francisco in his dark green Mustang GT Fastback need no further explanation. Those unfamiliar with the movie just need to know it contained some of the most amazing chase scenes ever captured on film. The new Mustang Bullitt is fashioned after McQueen’s with subtle – but memorable -- styling cues, like big hood scoop, side scoops, 17-inch aluminum wheels and lowered suspension. It’s further distinguished by rocker-panel moldings, a brushed aluminum fuel door, polished rolled tailpipes and tasteful Bullitt badging. This Mustang runs on a 4.6-liter single overhead cam V8 modified to improve airflow. It produces 265 horses and 305 foot pounds of torque, with much of that torque available in the low range. The lowered suspension improves handling and, like the Cobra, the Bullitt GT uses a five-speed manual transmission. Normally, I wouldn’t lump two such interesting cars into one review. But my recent deluge of test cars calls for economy wherever possible. Besides, in spite of significant performance differences between the Bullitt GT and the Cobra, I find their appeal, their strengths and their weaknesses closely aligned. The Good News Put simply, both these Mustangs are bold, fast and loud. Pure torque and testosterone. The Cobra’s 4.6-liter V8 puts out 55 more horses than the Bullitt’s 265, although both use the V8. The Cobra gets twin cams with four valves per cylinder for greater airflow and power, while the Bullitt uses single overhead cam. What is more remarkable is the torque, 305 for the Bullitt and 317 for the Cobra. It’s what gives these cars their muscular character running through the gears. Then there’s the exhaust note. Both these Mustangs have high flow mufflers to give them one of the better – and louder -- bass rumbles around, the kind that sends the sound right through you. So much voice could wear you during a long haul, but it speaks the right ,language for everyday hot-rodding. I found myself rolling the window down for a better listen. Independent rear suspension on the Cobra marks a Mustang first and is credited with much more predictable handling in this rear-wheel driver. I found it firm, confident, never spooked by rough pavement, which have been complaints in the past. Even the convertible, which is never as stiff as a coupe, felt solid. Both cars feature beefier brakes. As for looks, I’ll take the Bullitt over the Cobra any day. Its uncluttered, fastback lines and lustrous dark highland green paint job accented with brush chrome are stunning. The Cobra’s rear spoiler (an option) and flashy badging are less my style. The Bad News These Mustangs are muscle cars in every sense of the word and, hence, don’t place themselves next to the lithe and racy sports coupes of the world, I know. Still, given what else is out there for the sport dollars, I can’t help but feel these Mustangs are behind the times. They feel heavy, rather lazy on steering, and cumbersome, which is the way Mustangs have always felt to me. As much as these two cars reek of “boy toy,” I don’t know many boys – or girls, for that matter – who could possibly get comfortable in the driver’s seat. Despite power adjustments, the seat still sits way up high and forward, making headroom a nightmare. By the time I moved said seat up to adequately depress the clutch, I was way too close for comfort. And while I appreciate the cool brushed chrome shifter knob on the Bullitt, it’s one of those looks-great-but-doesn’t-work ideas. After parking it for a couple of hours in the shade, the only way I could touch the shifter was with a shirt that happened to be in the back seat (don’t ask). What’s more, the steel ball holds the heat for what seems like an eternity. Price Mustang Cobra: Manufacturer’s base, $32,605; as tested, $33,225 Mustang Bullitt: Manufacturer’s base, $26,230; as tested, $27,380 Are they worth it? In my opinion, the celebration in both these cars is that they return the Mustang to its raunchier roots. Nothing against its kinder, gentler aspirations, mind you, but it’s comforting to see them up to old tricks again. Despite my reservations about the Mustang’s overall character in today’s competitive market, I know this ilk still stirs passion in many. There’s no denying the magnetism of such all-American torque, vibration and roar. Although there’s no denying the beastly joy of the Cobra’s 320 horses, my money would be on the Bullitt. While the Cobra is the wild card, the Bullitt exudes a quieter, but still potent, charm for significantly less cash. I love its subtle style, its growl and its inspiration. |
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